Aircraft with injection cooling system and injection cooling system

ABSTRACT

An aircraft with aturbofan engine assembly having at least one compressor, a nacelle surrounding the turbine engine and defimng an annular bypass duct between the nacelle and the turbine engine, a thrust reverser having at least one moveable control surface, a thrust reverser locking system configured to selectively lock the thrust reverserand an injection cooling system.

BACKGROUND

Contemporary aircraft engines may include a thrust reverser system toassist in reducing the aircraft speed during landing. Typical thrustreversers include a movable element that when in the active positionreverses at least a portion of the airflow passing through the engine.Contemporary aircraft may also feature a thrust reverser locking systemto lock the thrust reverser into position. The thrust reverser lockingsystem may be exposed to high temperatures, which may exceed itsenvironmental limitation.

BRIEF DESCRIPTION

In one aspect, an embodiment of the innovation relates to an aircrafthaving a turbofan engine assembly which has a turbine engine having atleast one compressor, a thrust reverser having at least one movablecontrol surface, movable to and from a reversing position, a thrustreverser locking system operably coupled to the thrust reverser andconfigured to selectively lock the thrust reverser, a bleed air systemhaving a pre-cooler fluidly coupled to the at least one compressor ofthe turbine engine to bleed air from the at least one compressor andcool the bleed air, and an injection cooling system fluidly coupled tothe thrust reverser locking system and the pre-cooler and configured totransfer hot ambient air from the thrust reverser locking system to thepre-cooler.

In another aspect, an embodiment of the innovation relates to aninjection cooling system for cooling a thrust reverser locking system ofa jet engine assembly in an aircraft having a bleed air system having apre-cooler fluidly coupled the turbine engine to bleed air from theturbine engine and cool the bleed air and having an air supply ductfluidly coupling the thrust reverser locking system to the pre-coolerand configured to supply ambient air from the thrust reverser lockingsystem to the pre-cooler to cool the thrust reverser locking system.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a side view of an aircraft with multiple engine assemblies.

FIG. 2 is a schematic view of a portion of a turbofan jet engineassembly with a thrust reverser, which may be included in the aircraftof FIG. 1.

FIG. 3 is a schematic view of a portion of a turbofan jet engineassembly, which may be included in the aircraft of FIG. 1.

FIG. 4 is a perspective view of a locking system, bleed air system, andinjection cooling system, which may be included in the aircraft of FIG.1.

FIG. 5 is a perspective view of examples of a pre-cooler and aninjection cooling system.

FIG. 6A is a schematic view of the injection tube of the injectioncooling system of FIG. 5.

FIG. 6B is an alternative injection tube according to various aspectsdescribed herein.

FIG. 6C is a schematic view of yet another alternative injection tubeaccording to various aspects described herein.

DETAILED DESCRIPTION

FIG. 1 illustrates an aircraft 2 having a fuselage 4 with wingassemblies 6 extending outward from the fuselage 4. One or more turbofanjet engine assemblies 8 may be coupled to the aircraft 2 to providepropulsion therefore. A pylon 10 (more clearly illustrated in FIG. 3)may be configured for securing one of the jet engine assemblies 8 to aportion of the aircraft 2. In the illustrated example, each jet assembly8 is operably coupled to a wing assembly 6. While a commercial aircraft2 has been illustrated, it is contemplated that embodiments of theinnovation may be used in any type of aircraft, for example, withoutlimitation, fixed-wing, rotating-wing, rocket, personal aircraft, andmilitary aircraft.

As illustrated more clearly in FIG. 2, each turbofan jet engine assembly8 may include a turbine engine 16, a fan assembly 18, and a nacelle 20.Portions of the nacelle 20 have been cut away for clarity. The nacelle20 surrounds the turbine engine 16 and defines an annular airflow pathor annular bypass duct through the turbofan jet engine assembly 8 todefine a generally forward-to-aft bypass airflow path as illustrated bythe arrows 21.

A thrust reverser with at least one movable element, which is movable toand from a reversing position, may be used to change the direction ofthe bypass airflow. In the reversing position, the movable element maybe configured to reverse at least a portion of the bypass airflow. Thereare several methods of obtaining reverse thrust on turbofan jet engineassemblies 8. For exemplary purposes, one example of a thrust reverser22 that may be used in the turbofan jet engine assembly 8 has beenillustrated. The thrust reverser 22 includes at least one moveablecontrol surface or movable element 24. The movable element 24 has beenillustrated as a slidable portion of an outer cowling that is capable ofaxial motion with respect to the forward portion of the nacelle 20. Ahydraulic actuator 26 may be coupled to the movable element 24 to movethe movable element 24 into and out of the reversing position. In thereversing position, as illustrated, the movable element 24 limits theannular bypass area between the movable element 24 and the turbineengine 16, it also opens up a portion between the movable element 24 andthe forward portion of the nacelle 20 such that the air flow path may bereversed as illustrated by the arrows 30. An optional deflector or flapmay be included to aid in directing the airflow path between the movableelement 24 and the forward portion of the nacelle 20. The thrustreverser 22 changes the direction of the thrust force by reversing atleast a portion of the bypass airflow. It will be understood that anynumber of multiple actuators may be utilized to move the moveableelement into the reversing position.

FIG. 3 illustrates a portion of the turbofan jet engine assembly 8 withthe nacelle 20 drawn in phantom. A scoop 40 may be located within thepath of the bypass airflow illustrated with arrows 21. The scoop 40 maybe positioned such that a portion of the bypass airflow, illustratedwith arrows 21, moving through the turbofan jet engine assembly 8 willbe diverted into the scoop 40. A bleed air system 41 may include apre-cooler 42 fluidly coupled to at least one compressor 43 of theturbine engine 8 to bleed air from the at least one compressor 43 andcool the bleed air. It will be understood that the turbine engine 8 mayhave several compressors including a high-pressure compressor and alow-pressure compressor and that the pre-cooler 42 may be fluidlycoupled to multiple compressors. For example, the pre-cooler 42 may befluidly coupled to both the low-pressure compressor and thehigh-pressure compressor of the turbine engine. In such an instance, thebleed air from low-pressure compressor may be used to cool the bleed airfrom the high-pressure compressor.

This bleed air is typically of a high temperature and pressure and mustbe cooled prior to use in other systems of the aircraft 2. Thepre-cooler 42 may act as part of the heat exchanger used to cool thebleed air prior to its use. The pre-cooler 42 may be operably coupled tothe scoop 40 such that the portion of the bypass airflow that isdiverted into the scoop 40 travels to the pre-cooler 42. This bypass airfrom the scoop 40 may be used to cool the bleed air by blowing the airthrough the pre-cooler 42. After passing through the pre-cooler 42, thebypass air may be vented through the pre-cooler exhaust 44.

A thrust reverser locking system 46 may operably couple to the thrustreverser 22 and may be configured to selectively lock the thrustreverser 22 into position by engaging a hook or some other means ofsecuring the thrust reverser 22 in place. When unlocked, the thrustreverser locking system 46 may use a hydraulic or electro-mechanicalactuator to move the thrust reverser 22 back into a position for thehook or other arresting device to engage. It is understood that theoperation of the thrust reverser locking system 46 may be dependent uponthe type of thrust reverser used and as such may take a variety offorms. The thrust reverser locking system 46 may be mounted on the pylon10 and may be exposed to hot ambient air, which may cause failure ordegradation of performance of the thrust reverser locking system 46. Ona day with an ambient temperature of greater than 35 degrees Celsius,fan air temperature including the bypass airflow path may beapproximately 80 degrees Celsius. The pylon 10, which is additionallyheated by the turbofan jet engine assembly 8, may reach a temperature inexcess of 110 degrees Celsius. This temperature may exceed theoperational requirements for the thrust reverser locking system 46.

A cooling system 48 may be coupled to the thrust reverser locking system46 and may be used to lower the temperature of the thrust reverserlocking system 46. More specifically, the cooling system 48 may be aninjection cooling system, which may be fluidly coupled to the thrustreverser locking system 46 and the pre-cooler 42 and may be configuredto transfer hot ambient air from the thrust reverser locking system 46to the pre-cooler 42. FIG. 4 provides an exemplary perspective view ofthe thrust reverser locking system 46, injection cooling system 48, andpre-cooler 42 to aid in visualizing the cooling system 48. For example,the injection cooling system 48 may include an air supply duct 50fluidly coupling the thrust reverser locking system 46 and thepre-cooler 42. The air supply duct 50 may be configured to supply hotambient air from the thrust reverser locking system 46 to the pre-cooler42. The air supply duct 50 may take any suitable form and shape.

It is contemplated that the pre-cooler 42, thrust reverser lockingsystem 46, and injection cooling system 48 may be of various designs,shapes, and locations. For example, FIG. 5 illustrates an alternativepre-cooler 142, thrust reverser locking system 146, and injectioncooling system 148, which are similar to those previously described andtherefore, like parts will be identified with like numerals increased by100, with it being understood that the description of the like partsapplies to the pre-cooler 142, thrust reverser locking system 146, andinjection cooling system 148 unless otherwise noted. As illustrated, theair supply duct 150 may include an injection tube 152. An exterior ofthe pre-cooler 142 may be mounted to the injection tube 152 in anysuitable manner including that fasteners may be utilized to attach theinjection tube 152 to the exterior 145 of the pre-cooler 142. Theinjection tube 152 may have an interface portion 154 that fluidlycouples with the pre-cooler 142 to establish airflow communication fromthe injection tube 152 to the pre-cooler 142 and to decrease thetemperature of the thrust reverser locking system 46 to withinoperational parameters. The pre-cooler 142 may utilize aconvergent-divergent nozzle shape to create a local low-pressure area toensure air is only transferred in a direction from the thrust reverserlocking system 146 to the pre-cooler 142. In a convergent-divergentnozzle, the expansion of gas causes pressure to drop near the divergentduct. This pressure may be lower than that of the thrust reverserlocking system 146 and therefore prohibit upstream travel.

The exterior 145 of the pre-cooler 142 may be shaped with an indentation143 that may receive a portion of the injection tube 152. Morespecifically, in the illustrated example, the indentation has beenillustrated as receiving the interface portion 154. This may aid inholding the interface portion 154 in place such that a fluidcommunication may be formed between the pre-cooler 142 and the injectioncooling system 148. It is also contemplated that the interface portion154 may be operably coupled to the pre-cooler 142 in any suitable mannersuch that the fluid communication between the pre-cooler 142 and theinjection cooling system 148 is established and air may flow from theinjection tube 152 to the pre-cooler 142. FIG. 6A more clearlyillustrates that the injection tube 152 may have corresponding openings156 to establish airflow from the injection tube 152 into the pre-cooler142. It will be understood that any number of openings may be includedand that the size and shape of the openings may be formed in any manner.It is contemplated that the interface portion 154 and the pre-cooler 142may have corresponding openings to establish airflow from the injectiontube 152 into the pre-cooler 142. While openings within the pre-cooler142 have not been illustrated it will be understood that the pre-cooler142 may also have a suitable opening(s) for allowing fluid to entertherein.

FIG. 6B illustrates an alternative injection tube 252, which is similarto the injection tube 152 previously described and therefore, like partswill be identified with like numerals increased by 100, with it beingunderstood that the description of the like parts applies to theinjection tube 252 unless otherwise noted. The injection tube 252 asillustrated does not wrap around the sides of the pre-cooler 142 andonly interfaces with one side of the pre-cooler 142. It will beunderstood that the interface portion 254 may wrap around any suitableportion of the pre-cooler 142, including that the interface portion 254may encircle the pre-cooler 142 entirely. For example, FIG. 6Cillustrates an alternative injection tube 352, which is similar to theinjection tube 152 previously described and therefore, like parts willbe identified with like numerals increased by 200, with it beingunderstood that the description of the like parts applies to theinjection tube 352 unless otherwise noted. The interface portion 354 ofthe injection tube 352 may wrap around an entirety of the pre-cooler142. In this manner, fluid communication may be established with allsides of the pre-cooler 142. Alternatively, even though the injectiontube 352 wraps around the pre-cooler 142 only a portion may be in fluidcommunication with the pre-cooler 142.

The embodiments described above provide for a variety of benefitsincluding that the thrust reverser locking system may be efficiently andeffectively cooled. The thrust reverser locking system may otherwiseexceed the working temperature limit of the thrust reverser lockingsystem. The embodiments add very limited weight and are capable ofmeeting clearance requirements of a small pylon system. The embodimentsdescribed above allow for cooling of the locking system with nopossibility of reverse airflow.

To the extent not already described, the different features andstructures of the various embodiments may be used in combination witheach other as desired. That one feature may not be illustrated in all ofthe embodiments is not meant to be construed that it may not be, but isdone for brevity of description. Thus, the various features of thedifferent embodiments may be mixed and matched as desired to form newembodiments, whether or not the new embodiments are expressly described.All combinations or permutations of features described herein arecovered by this disclosure.

This written description uses examples to disclose the innovation,including the best mode, and also to enable any person skilled in theart to practice the innovation, including making and using any devicesor systems and performing any incorporated methods. The patentable scopeof the innovation is defined by the claims, and may include otherexamples that occur to those skilled in the art. Such other examples areintended to be within the scope of the claims if they have structuralelements that do not differ from the literal language of the claims, orif they include equivalent structural elements with insubstantialdifferences from the literal languages of the claims.

What is claimed is:
 1. An aircraft, comprising: a turbofan engineassembly, comprising: a turbine engine having at least one compressor; anacelle surrounding the turbine engine and defining an annular bypassduct between the nacelle and the turbine engine and extending throughthe turbofan engine assembly to define a generally forward-to-aft bypassairflow path, a thrust reverser having at least one movable controlsurface, movable to and from a reversing position where at least aportion of the bypass airflow is at least partially reversed, the thrustreverser is located within the nacelle, and a thrust reverser lockingsystem operably coupled to the thrust reverser and configured toselectively lock the thrust reverser, a bleed air system having apre-cooler fluidly coupled to the at least one compressor of the turbineengine to bleed air from the at least one compressor and cool the bleedair, and an injection cooling system fluidly coupled to the thrustreverser locking system and the pre-cooler and configured to transferhot ambient air from the thrust reverser locking system to thepre-cooler.
 2. The aircraft of claim 1 wherein the injection coolingsystem comprises an air supply duct fluidly coupling the thrust reverserlocking system and the pre-cooler and configured to supply hot ambientair from the thrust reverser locking system to the pre-cooler.
 3. Theaircraft of claim 2 wherein the air supply duct comprises an injectiontube used to supply hot ambient air from the thrust reverser lockingsystem to the pre-cooler.
 4. The aircraft of claim 3 wherein an exteriorof the pre-cooler is mounted to the injection tube.
 5. The aircraft ofclaim 4 wherein the exterior of the pre-cooler comprises an indentationthat receives a portion of the injection tube.
 6. The aircraft of claim3 wherein the injection tube has an interface portion that fluidlycouples with the pre-cooler to establish airflow communication from theinjection tube to the pre-cooler.
 7. The aircraft of claim 6 wherein theinterface portion and the pre-cooler have corresponding openings toestablish airflow from the injection tube into the pre-cooler.
 8. Theaircraft of claim 6 wherein the interface portion wraps around at leasta portion of an exterior of the pre-cooler.
 9. The aircraft of claim 1wherein air is only transferred in a direction from the thrust reverserlocking system to the pre-cooler.
 10. The aircraft of claim 1, furthercomprising a pylon configured for securing the engine assembly to aportion of an aircraft and wherein the thrust reverser locking system ismounted on the pylon.
 11. An injection cooling system for cooling athrust reverser locking system of a jet engine assembly in an aircrafthaving a bleed air system having a pre-cooler fluidly coupled the jetengine assembly to bleed air from the jet engine and cool the bleed air,comprising: an air supply duct fluidly coupling the thrust reverserlocking system to the pre-cooler and configured to supply hot ambientair from the thrust reverser locking system to the pre-cooler to coolthe thrust reverser locking system, and the thrust reverser lockingsystem is located within a nacelle of the jet engine.
 12. The injectioncooling system of claim 11 wherein the air supply duct comprises aninjection tube having an interface portion that fluidly couples with thepre-cooler to establish airflow communication from the injection tube tothe pre-cooler.
 13. The injection cooling system of claim 12 wherein theinterface portion wraps around an exterior portion of the pre-cooler.14. The injection cooling system of claim 13 wherein the interfaceportion encircles the pre-cooler.
 15. The injection cooling system ofclaim 11 wherein air is only transferred in a direction from the thrustreferser locking system to the pre-cooler.